CL65-200 FLT CREW RECEIVES RWY CHANGE ARRIVING CVG WHICH RESULTS IN UNSTABILIZED APCH FOR IOE FO AND A GAR.

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COMBINATION OF ME CONDUCTING IOE ON LOW EXPERIENCE FO; RWY CHANGE; LONG DAY. I WAS CONDUCTING IOE ON A NEW HIRE FO. IT WAS HIS SECOND DAY OF IOE. WE WERE ON OUR SIXTH LEG OF THE DAY. AS WE APCHED CVG; THE ATIS ADVERTISED RWYS 18L/C/R AS THE ACTIVE RWYS. WE HAD SET UP AND BRIEFED THE ILS RWY 18L; INCLUDING RECEIVING THE ACARS LNDG PERFORMANCE FOR RWY 18L. WE WERE SWITCHED TO CVG APCH CTL; AND THEY TOLD US TO EXPECT THE ILS/VISUAL APCH TO RWY 36R. WE WERE STILL AROUND 10000 FT AND ONLY 20 MILES FROM THE ARPT. I TOLD THE FO WE NEEDED TO EXPEDITE OUR DSCNT IN ORDER TO HELP US GET IN POSITION FOR A STABILIZED APCH. HE FLEW THE AIRPLANE WHILE I SET UP FOR THE ILS RWY 36R AND GOT THE ACARS PERFORMANCE DATA. THE FO BRIEFED THE NEW APCH. WE HAD THE RWY IN SIGHT AND WERE CLRED FOR THE VISUAL APCH TO RWY 36R AND TOLD TO SWITCH TO THE TOWER FREQUENCY. WE WERE STILL WELL ABOVE THE GLIDESLOPE. BY THE TIME WE WERE DONE WITH SETTING UP AND BRIEFING THE APCH; WE WERE AT 1000 FT ABOVE FIELD ELEVATION WITH FLAPS 20 AND THE GEAR DOWN. OUR AIRSPEED WAS ABOUT 190 KTS. WE WERE NOW TRANSITIONING BELOW THE GLIDESLOPE. I TOLD THE FO TO INCREASE THE PITCH TO GET BACK ON THE GLIDESLOPE AND HELP SLOW US DOWN. I STILL NEEDED TO SWITCH TO TOWER FREQUENCY. I LOOKED UP THE TOWER FREQUENCY AND DIALED IT IN. WHEN I LOOKED UP I SAW THAT WE WERE AT ABOUT 600 FT ABOVE FIELD ELEVATION WITH THE GEAR DOWN AND FLAPS 30; AND STILL ABOUT 1 DOT BELOW THE GLIDESLOPE. I KNEW THERE WAS NO WAY TO GET STABILIZED BY 500 FT; SO I CALLED A GAR. THE GAR WAS UNEVENTFUL. WE WERE GIVEN VECTORS BACK AROUND FOR ANOTHER VISUAL APCH. WE LANDED WITHOUT INCIDENT. I REALIZED WE WERE NOT GOING TO BE STABILIZED BY 500 FT AND WE WERE BELOW THE GLIDESLOPE. GIVE YOURSELF MORE TIME TO SET UP FOR THE APCH AND MORE TIME TO GET CONFIGURED/STABILIZED.